M32 motorway : definition of M32 motorway and synonyms of M32 motorway (English) Looking towards the junction with the M4 Looking north through a green corridor between junctions 1 and 2, during peak northbound (leaving city) traffic The southern end of the motorway at junction 3, where it becomes the A4032 Stoke Park, Stoke Gifford , viewed in 2011 from the south, as visible from the northbound carriageway of the M32 motorway which now cuts across the former parkland. Rebuilt in 1750 by Norborne Berkeley, 4th Baron Botetourt , it is now known as "The Dower House" and is split into private apartments The M32 is a motorway in South Gloucestershire and Bristol , England. It provides a link from Bristol city centre to the M4 and is part of the Bristol Parkway. At about 5 miles (8.0 km), it is one of Britain's shortest motorways.

Most of the road has four lanes, though there is a climbing lane for 400 metres (440 yd) north of Junction 2, and the short section between Junction 1 and the M4 has six lanes. Contents 7 External links Route The northern end of the M32 is at junction 19 of the M4, near Winterbourne Down . This was originally a grade separated roundabout junction, but has been modified in such a way that traffic joining the M4 need no longer give way at the roundabout. However any M4 traffic wishing to U-turn must now do so at junction 1, M32. The road then runs south between Filton in the west and Frenchay in the east. After meeting junction 1 it passes to the east of Horfield , Lockleaze and Easton . Junction 2 is located by Eastville Park . South of here, the road has a 60 mph (97 km/h) speed limit. It then continues further south and terminates at junction 3 north of St Pauls . The road continues as the A4032 into the centre of Bristol.

History Originally called Hambrook Spur (from the M4 to Bristol), the motorway was constructed between 1966 and 1975 [1] and opened to traffic in stages: M4 Junction 19 to Junction 1 opened in 1966. Junctions 1 to 2 opened in 1970. Junctions 2 to 3 opened in 1975. It was originally planned to define the south eastern side of a rectangle encompassing Bristol. The other three sides were the M4 (north eastern side), the M5 (north western side) and the tidal reaches of the River Avon (south western side). [2] Recent developments Bus lane A bus lane was constructed in 2008 on the southbound carriageway of the A4032, Newfoundland Way, the short road which links the end of the M32 at Junction 3 with the Cabot Circus development. The lane starts just south of Junction 3, at an offside merge, and runs for 370 yards (340 m), adjacent to the central reservation.

It becomes a general running lane for its final 165 yards (151 m) to a signal controlled junction, which is part of the new road layout for Cabot Circus. The hard shoulder and the remaining width of carriageway were rebuilt as two narrowed running lanes for general traffic, and a lower 30 mph (48 km/h) speed limit was imposed on both southbound and northbound carriageways of this section. [3] Junctions Data from driver location signs are used to provide distance and carriageway identification information. [4] Where a junction spans several hundred metres, both the start and end locations are given. M32 motorway [GB] United Kingdom | road infrastructure • motorways - Page 68 - SkyscraperCity [GB] United Kingdom | road infrastructure • motorways User Name As a general reminder, please respect others and respect copyrights. Go here to familiarize yourself with our posting policy. Page 68 of 218 Originally Posted by Pansori Cannot agree more... anyone who's driven on the A27 would probably agree.

Also I have noticed that many motorways in the UK have such weird intersections: It doesn't look like it's a good idea because essentialy this is a one level junction and it's not something that should be connecting two motorways. I have noticed there are quite a few of those all across the UK. The M5/M4 junction, what's wrong with that? isn't it just a regular stack interchange? __________________ ***OFFICIAL*** To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. Jonesy's travels To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. - To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. - To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.

- To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. Last edited by Jonesy55; August 12th, 2010 at 02:32 PM. Posts: 351 Likes (Received): 0 No. I think Pansori is actually refering to the M4/M32 interchange a few miles to the south east. It's not such an issue, in my view. The M32 is really just a short stretch of road from central Bristol out to the M4. I think I may have heard in the past that the local authority there would quite like to remove its motorway status anyway and downgrade to an A road...which would probably be more appropriate anyway. Posts: 40,878 Likes (Received): 14754 giving a road a different number doesn't change a thing about its function. There are 32,000 vehicles per day on M32 at the M4 interchange, which should be enough to justify a full grade-separated interchange. __________________ To view links or images in signatures your post count must be 10 or greater.

You currently have 0 posts. To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. ï¿½ highway photography @ To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. and To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. Posts: 351 Likes (Received): 0 I can think of plenty of non-freeflow motorway junctions in the UK that are busier than that one! Likes (Received): 14754 Sure, but is that a reason to neglect this one? It's like, "we don't need to take action for all the traffic fatalities on this road, because there are plenty more dangerous roads!" __________________ To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. ï¿½ highway photography @ To view links or images in signatures your post count must be 10 or greater.

You currently have 0 posts. and To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. Posts: 351 Likes (Received): 0 Not really a reason, no. But infrastructure spending has never been taken as seriously in the UK as in many other places. It's often pointed out that there are comparatively few motorways in the UK for a population of 60+ million...but there simply does not seem to be the appetite here for further large scale construction. A few gripes here & there, yes. We need to finish off the unfinished schemes. But I don't think there are many out there who are calling for junctions such as M32/M4 to be made freeflow. It's works well enough for most of the time and is simply too far down the list of priorities to concern most people. Quote: Originally Posted by ChrisZwolle giving a road a different number doesn't change a thing about its function. There are 32,000 vehicles per day on M32 at the M4 interchange, which should be enough to justify a full grade-separated interchange.

I think this is one of the problems inherent in the British system of numbering motorways by grade of road rather than by relative importance/length, that short spurs like the M32 are classed as motorways yet important long distance high quality routes that are fully grade-seperated etc that would be classed as freeways in other countries are classed as A-roads. The distinction is rather arbitrary and unclear for the average user. But yes, the M4/M32 is insufficient for its function and is quite a bad local bottleneck that could do with a proper interchange. It shouldn't be confused with the close-by M4/M5 Almondsbury interchange which is a fine example of a four-level stack. Quote: Originally Posted by ed110220 I think this is one of the problems inherent in the British system of numbering motorways by grade of road rather than by relative importance/length, that short spurs like the M32 are classed as motorways yet important long distance high quality routes that are fully grade-seperated etc that would be classed as freeways in other countries are classed as A-roads. The distinction is rather arbitrary and unclear for the average user.

Indeed, there are some A-roads that have been given junction numbers (such as the A12, A14 and A55) which effectively function as motorways over quite long distances and yet other piddly little stretches of road, often in urban areas, that have full motorway status. It's very odd... Join Date: Feb 2007 Posts: 4,798 Ed - couldn't disagree more. Motorway status is a specific thing - prohibition of slow moving vehicles, stopping, learners, higher truck speed limit, not a right of way, etc. It's nothing to do with standard, though the overwhelming majority are grade-separated dual carraigeways with hard shoulders. Also, as far as I can see, most of those A roads (there's a couple of exceptions - A2 near Gravesend, A27 at Portsmouth) would be considered voie express or the equivalent, at best, in other countries. We go "we've got all these A roads that would be motorways elsewhere", when most of them fail to get the motorway-esque symbol on Michelin maps.

You won't get the whole A34 between the M40 and M3, or the A14 between the M1 and Felixstowe, or the A12 between the M25 and Ipswich and the non-motorway bits A1 between Peterborough and Newcastle (despite no right-turns, and grade separated junctions) have numerous side turns and driveways. It's completely fallacious to say "we have a load of roads that would be motorways elsewhere" - in Western Europe, and the USA, only by laxing the standards would you get continuous routes that would be considered motorway or the equivalent (which in the USA would be 'freeway', rather than Interstate). Obviously, many of these dualled and mostly grade-separated roads are on important routes that in other countries they would have been built to motorway standards, and opened as motorways (which are different legal things in other countries), but they aren't at the standards that would make them motorways in France, etc. Not to mention that France has a large network of a similar size of high quality freeway N/D roads in addition to it's much bigger autoroute network (OK, it's a geographically larger country).

The distinction between motorways and non-motorway freeways is vital - they are completely different legal entities (the very few special roads excepted). The average user might not understand it, but it's far from arbitrary. That said, there's somewhat of a justification of having an 'N' or national class of road for important trunk roads, that are numbered with the same system as the motorways. That said, it's really not worth the signage cost. Join Date: Feb 2007 Posts: 4,798 Actually, you'd need expensive Statutory Instruments to downgrade the M32. It would cost rather a lot - the only time I can see it happening is if the road gets detrunked (which also requires a SI). In fact the HA didn't because they saw Bristol's plans for the road and thought it negligent to hand it over and let those plans happen. Can you tell me why the M32 shouldn't be motorway? After all it's a grade-separated road, of a high standard linking the motorway network to the centre of a city with over 400k people living there.

Your argument seems to fail to grasp what a motorway is (and in many European countries they are a subset of 'freeway' or whatever the local term is, not entirely synonymous). Cairns Tony - it's not odd at all - it's all to do with legal status and not national importance, traffic levels or standard of road. You are importing different definitions of terms and so on and saying "they should do it our way" - it's the same with the person saying the numbers on the roadsigns are too big - they are big for a reason, because we aren't the same and navigate on numbers more than destinations (to an extent). It's tragic (but not odd) that roads like the A42, A12, A14 and A55 aren't motorway (having been constructed to better standards in the first place, of course), at least in part, but it's not odd that new build city centre roads that were due to be part of a bigger network that wasn't built are motorways. Likes (Received): 14754 What is the reason why so many motorway-motorway junctions are built like roundabouts / traffic circles? Britain started relatively late with motorways.

By then, the design standard of motorway-motorway junctions internationally were completely free-flowing. The Netherlands still has some roundabout motorway-motorway junctions, for example here , here and here __________________ To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. ï¿½ highway photography @ To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. and To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. Likes (Received): 16140 you can use M1 M6 M74 M8 to go from London to Edinburgh. Maybe the british public is hostile to development precisely because we are so heavily populated. In siberia it doesn't matter if you build a road through some natural space, there is so much of it that it is barely noticeable. In a very densely populated area though natural open space is more precious and valued.

Of course this means practical problems of congestion etc but many british people would probably prefer to solve that through population reduction rather than building more infrastructure. __________________ ***OFFICIAL*** To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. Jonesy's travels To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. - To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. - To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. - To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.

Posts: 14,093 Likes (Received): 16140 Well England is 84% of the UK by population so if you are summarizing opinion across great britain then England will carry more weight than anywhere else. Are you really saying that among the 5m people in scotland nobody opposes motorway building, surely you don't all have exactly the same opinions on every subject do you? __________________ ***OFFICIAL*** To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. Jonesy's travels To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. - To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. - To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts.

- To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. Motorways by region + Share | Print page Motorways by region Work on developing the UK Motorway system, which transformed British travel, started in the mid-1950s. The Motorway Archive celebrates the engineering achievement involved in the conception, planning, design and construction of this transport network by many dedicated professionals. The Archive itself is a vast collection of information and artefacts relating to the development of the UK's motorway infrastructure. This website, which is hosted by the Chartered Institution of Highways and Transportation , provides access to the story of each motorway developed in Britain over the last 50 years and to the full archive collection, either directly or indirectly, for teaching and research purposes or for those who simply have an interest in the subject. A14 When the Bedfordshire sub unit of the Eastern Road Construction Units was established its original design briefs included the M11 Cambridge Western Bypass, the A45 Cambridge Northern Bypass, the A45 Bury St Edmunds bypass and with a lowly priority the A45/A11 bypass of Newmarket.

At that time the concept was perceived of a series of local bypasses on the A45. The emphasis to the west of Cambridge was on the improvement of the existing A45 towards St Neots. Length: 204.39 / 127 M1 The first stage to be built was that between Berrygrove and Crick. The London-Birmingham motorway was given priority because of the "immediate and very substantial relief which it could give to the two heavily overloaded trunk roads A5 and A6". The 74 miles of the London - Birmingham motorway to Crick constituted the "first full scale motorway to be constructed" in the UK and was in fact the southern part of the London-Yorkshire motorway, the M1. Length: 311 / 193 M1 Hendon to Crick This part of the M1 starts as a direct continuation of the St. Albans By-pass at the Herts/Beds boundary from where it passes to the west of the Luton conurbation, crossing the A505 between Luton and Dunstable, where there is a two level roundabout junction (J11).

To the south of this junction there are extensive retaining walls which extend through the Railway bridge carrying the Luton-Dunstable line over the M1. The motorway continues northwards, passing over and under several local roads until it reaches the Toddington Service Area, which is immediately before the single overbridge junction with the A5120 Toddington-Ampthill Road (J12). M10 At Beechtrees the MI joins the M10, also a dual two-lane carriageway, which runs for a short distance southeast to join the A5 at Park Street. These lengths of M 1 and M 10 constitute the St Albans by-pass and were designed for the Ministry of Transport by the Hertfordshire County Council. The whole 55-mile length of the M11 lies in the Eastern Region from Junction 4 with the A406 North Circular Road (there are no Junctions 1 to 3) to Junction 14 and A14/A428 north-west of Cambridge.

Length: 88.50 / 55 M25 M25, although it is now looked on as an entity for a complete radial route of London, has developed in a piece-meal fashion, with each length having to be proposed statutorily and justified on its own merits. Individual lengths have been taken forward more quickly or slowly according to the problems encountered in passing through the statutory procedures. This has meant that differing lengths may seem to have been brought into service in an apparently haphazard way, but the intention has always been to make the different lengths available to traffic at the earliest opportunity - for the benefit of both the road users and the communities relieved of traffic. M40 In Buckinghamshire (J1A to 5) The Gerrards Cross Bypass was the last section of the M40 in Buckinghamshire to be constructed. It brought the length of motorway from Stokenchurch, 28 kilometres (17 miles) east of Oxford, to Denham Roundabout, some 30 kilometres (19 miles) west of central London to 34 kilometres (21 miles).

In 1974, the motorway was extended 15.4 kilometres (9½ miles) towards Oxford with the completion of the Stokenchurch to Waterstock Crossroads section. M45 The first stage to be built was that between Berrygrove and Crick. The London-Birmingham motorway was given priority because of the "immediate and very substantial relief which it could give to the two heavily overloaded trunk roads A5 and A6". The 74 miles of the London - Birmingham motorway to Crick constituted the "first full scale motorway to be constructed" in the UK and was in fact the southern part of the London-Yorkshire motorway, the M1. Length: 119.09 / 74 M25 M25, although it is now looked on as an entity for a complete radial route of London, has developed in a piece-meal fashion, with each length having to be proposed statutorily and justified on its own merits. Individual lengths have been taken forward more quickly or slowly according to the problems encountered in passing through the statutory procedures.

This has meant that differing lengths may seem to have been brought into service in an apparently haphazard way, but the intention has always been to make the different lengths available to traffic at the earliest opportunity - for the benefit of both the road users and the communities relieved of traffic. M4 Chiswick to Slough By-pass (J1 to J5) The Chiswick Flyover was the first major two-level highway scheme to be carried out in the Metropolitan Area since World War II. The works extended for about half a mile and included a through road to link London's "new" western approach, the Cromwell Road Extension, to the Great West Road without interference from cross-traffic. A38(M) Aston Expressway In the 1960's Birmingham was reaching its peak as a heavily industrialised manufacturing city. The principal road network was becoming progressively congested due to increased business activity and growth in road transport. One of the key routes affected was the A38 between Birmingham City centre and Salford Bridge, which served as the transport corridor to the north and north-east of the city. M1 The first stage to be built was that between Berrygrove and Crick.

The London-Birmingham motorway was given priority because of the "immediate and very substantial relief which it could give to the two heavily overloaded trunk roads A5 and A6". The 74 miles of the London - Birmingham motorway to Crick constituted the "first full scale motorway to be constructed" in the UK and was in fact the southern part of the London-Yorkshire motorway, the M1. Length: 311 / 193 M1 Crick to Doncaster n 1960 the Consulting engineers were asked by the Ministry to proceed with scheme preparation and detailed design for the remaining 87 miles from Crick to Doncaster. Tenders for the first contract were invited in 1962 and by December 1967 the whole 87 miles had been constructed. M40. Waterstock (J8A) to Umberslade (M42 - J3A) The M40 up to Oxford was planned with its extension in mind. In the late 1960's, the Ministry of Transport carried out a feasibility study on a new route between Oxford and Birmingham while it was considering the development of a strategic motorway network for the country.

It was to provide a direct link from the Midlands and North West to the South coast ports and an added route to London and the South East as an alternative to the M1. In 1972 it was added to the trunk road programme. M42 Birmingham's history can be traced back to Anglo-Saxon times and it is mentioned in the Doomsday Book. By the end of the 13th Century it was a fair sized market town and the Bull Ring was the meeting point for the local road system. Birmingham developed into a large town and city after the Industrial Revolution. Length: 43.45 / 27 M5 In 1957 the Ministry of Transport had plans for three main elements of the National Motorway Network, namely the London-Yorkshire Motorway, M1, the Birmingham-South Wales Motorway, M5 and the Birmingham-Preston Motorway, M6. The most important missing element was the link between these three schemes.

Length: 106.22 / 66 M5 Bristol to Birmingham Motorway Anyone who studies a road map of the Midlands would be excused from wondering why a short length of motorway running through the rural areas of Herefordshire, Gloucestershire and Worcestershire was ever required let alone built. Even today, over 40 years since it was opened, it remains a delight to drive on with comparatively little traffic using it. The reason for this lies behind a pre-war vision that there was a need to connect the steel manufacturing centres of South Wales with the metal bashing industries of Birmingham and the Black Country. M5 Widening between Junctions 3 & 8 Probably the decision which has had the greatest effect on the M5 in Worcestershire was to build it to dual 2-lane standard. It has to be remembered that the Gloucester Section (south of junction 8) was dual 3-lane and the section north of Quinton (junction 3) was dual 3-lane. There seemed no sense therefore in building the middle section in Worcestershire to dual 2-lane.

M1 Aston to Sheffield to Leeds Motorway (J31 to J44) In October 1956 Harold Watkinson, Minister for Transport and Civil Aviation confirmed the scheme for the first section of the London - Yorkshire Motorway M1 (Luton to Dunchurch). Construction began in March 1958 and was opened to traffic in November 1959. There was now a new sense of purpose about road building, this was reflected in the Ministers address at the Institution of Civil Engineers in 1957 - "if we can have less verbiage and more mileage of road construction completed we shall at least make a real contribution." This challenge was readily taken up by the West Riding engineers with the start of the construction of the Doncaster By-pass to be followed by work on the routing of the M1 from Aston to Leeds via Sheffield. M1 extension to A1(M) In 1973 the Department of Transport commissioned a study known as the South Yorkshire to North East Traffic and Economic Study (SYNETES) the brief being to forecast traffic on the main road network in the region and evaluate alternative proposals.

In 1975 the Department of Environment put forward proposals based on this study for a road to link the M1 motorway south of Leeds at Kirkhamgate with the A1 and A19 Trunk Roads at Dishforth and invited public views. Two basic options were proposed; a western corridor passing between Leeds and Bradford and to the north east of Ripon, and an eastern corridor, passing to the east of Leeds then following the existing A1 north of Wetherby, both corridors joining at Dishforth. Each corridor having two variations. Thurcroft (M1 J30) to Wadworth (M18 J2) These two sections of motorway, at the southern extremity of the North Eastern Region, have been included together as they formed part of the consultancy commission awarded to Sir Owen Williams and Partners by the Ministry of Transport in 1957. Leaving Nottinghamshire, the M1 motorway passes to the east of Aston to the interchange with the A57 Worksop - Sheffield Trunk road and then joins the M18 at Thurcroft. At Thurcroft the motorway interchange provides an east west link between the M18 and the "West Riding" length of M1 to the north.

M18 Doncaster By-pass (Wadworth) to M62 (J2 to J7) The construction of the M18 motorway provided a motorway link between the M1 near Rotherham and the M62 near Goole and closed the motorway box around Doncaster. The motorway is linked to the A1(M) at Doncaster and the M180 south of Thorne. This account covers the motorway to the east of A1(M) to Rawcliffe (M62,J35) near Goole. M62 in West Yorkshire In the late 1930's, as part of a national plan, it had been envisaged that a new road would be constructed from Liverpool to Hull, linking these ports with the industrial areas of South Lancashire and the West Riding of Yorkshire. The war prevented any progress, but in 1947 the Minister of Transport appointed Engineers to undertake an investigation for a new road to motorway standards between the Trunk Road A580, at Swinton, in Lancashire, and the Trunk Road A1 at Selby Fork in the West Riding of Yorkshire.

The A580 in Lancashire and the A63 in Yorkshire having been considered as providing satisfactory links to the two ports. M62 in East Yorkshire This contract comprised eight kilometres of motorway commencing east of the River Ouse just south of Howden and extending to the A63 near Balkholme and was awarded to Clugston Construction Ltd. The works included one interchange, the construction of the 0.7km dual carriageway Howden Spur (a connection to A614), two side road alignments and three overbridges together with drainage works including pipe and box culverts. The earthworks in the embankment was imported fill material. M6 in Cheshire (J16 to J20) In 1955, it was reported that the County Surveyor had carried out some preliminary work on the design of the motorway within Cheshire. Further investigations were undertaken and, in May 1957, representations were made to the Ministry of Transport for the County Council to be appointed as Agents for the whole of the length between the adjoining County boundaries.

M6 Preston to Warrington (J20 to J29) In June 1958, while the Preston and Lancaster By-passes were under construction, the route of the 27 miles of motorway between Thelwall and Preston, bypassing Warrington on the east and Wigan on the west, was confirmed. Two major bridges were required - the thirty-six span Thelwall Bridge (commonly known as the Thelwall Viaduct), over the Manchester Ship Canal and the River Mersey and the six-span Gathurst viaduct across the Douglas valley west of Wigan. M6 Preston By-pass (J29 to J32) In the mid-1940's, Drake had obtained the approval of Lancashire County Council to proceed with the preparation and preliminary design work for the North-South motorway through the County. It was found that the basic alignment, as envisaged in 1937, was still appropriate and only comparatively minor adjustments had to be made. It was realised, however, that economic factors made it impracticable to embark on the construction of the whole of the motorway as a single project.

In 1952, therefore, consideration was given to the possibility of constructing those sections of the motorway by-passing Lancaster and Preston, in order to relieve the serious traffic congestion and reduce the number of accidents within those conurbations. M6 Preston to Lancaster (J32 to J33) The sections of the M6 through Lancashire, which had been completed earlier, provided By-passes of major centres of population. The section between Preston and Lancaster, however, was to have the effect of superseding a substantial length of the A6, where due to its unsatisfactory alignment, and the large number of junctions serving local traffic, congestion and the number of serious accidents had increased to an alarming extent. It would also close the gap in the M6 between Stafford and the northern end of Lancaster By-pass and increase its continuous length to 111 miles. M6 The Lancaster by-pass and the Carnforth Link roads A601(M) (J33 to J35) The construction of the 11½ mile Lancaster By-pass section of the M6, the County Council's second priority, had followed a year after the work on Preston By-pass had started.

In many respects, it was similar, for example, it would also have dual two-lane carriageways with a wide central reservation for the future addition of third lanes. M6 Penrith By-pass (J40 to J41) The Market Town of Penrith and the City of Carlisle had long been in need of relief from traffic congestion. Apart from the effect of local traffic movement, they both lay at the junction of major traffic routes. The most important factor, however, was the influence of the London-Carlisle-Glasgow-Inverness Trunk Road A6 passing through the centre of the two urban areas. M6 Carlisle By-pass & Penrith to Carlisle (J41 to J44) and extension to the Scottish border As these two Sections of the M6 were constructed within the same timescale, they are considered together. The initial survey, preparation and design was undertaken by the Cumberland County Council as the Minister's Agent Authority. The North Western Road Construction Unit (RCU) was formed on the 1 April 1967. M5.

Twyning Green (J8) to Edithmead (J22) The first section, commenced at the Ross Spur Interchange with the M5 at Strensham and extended across the alluvial flood plain of the River Avon at Bredon for 1.8 miles. The successful Contractor was Christiani-Shand, the tender price was £1.6m and the contract, which commenced in August 1967, was for a period of 30 months. A feature of this length of motorway was the construction of a high embankment on alluvium which necessitated the surcharging of the embankment with ten feet of extra fill for a period of 21 months before constructing the drainage and pavement. M5 Edithmead (J22) to Exminster (J31) This contract, which was 5.1 miles long, was awarded to W.C. French and Co. for the sum of £7.51 m. The starting date was February 1971 and it was opened in August 1973.

As with the previous two contracts much of the route was on the compressible Somerset Levels, at places 100 ft. deep, and the embankments had to be built in PFA. M80. Stepps By-pass In April 2009, work commenced on this extension, providing an 8km motorway link up to the junction with the M73 at Mollinsburn. From this point, for some 10km, the dual carriageway A80 is to be upgraded to motorway standard as far as Haggs, where it will join the existing M80. The scheme is being undertaken by Highway Management Scotland at a cost, including future maintenance, of some £320M, and completion is expected in 2011 M80. Haggs-Pirnhall This short length of motorway of about 7½ miles is part of the trunk route from Glasgow to Stirling. The all-purpose A80 road from Glasgow had been converted to dual carriageway up to Ingliston at the northern end of the Denny by-pass by 1970.

Kingswood House South Road Kingswood | Serviced Office in Bristol, Kingswood Gloucestershire This centre is located just off the main arterial route into Bristol city centre and is only a short walk from a major shopping centre with all the necessary amenities. It is approximately 2?miles to jnct 2 of the M32 motorway leading to South Wales and the motorway network. Bus and rail services are also close-by. This centre offers fully furnished, light and modern offices of various sizes to cater for any requirements. Free parking is available to all clients and their guests. Get more details and/or arrange an office tour? Kingswood House South Road Kingswood serviced office photos Kingswood House South Road Kingswood serviced office location Services Offices Nearby

Question: The M32 is a short stretch of motorway leading in to which city?
Answer: Bristol